Train stop



M. MAILE Aug. 18, 1931.

4 Sheets-Sheet l Aug; 18, 1931.

M. MAILE TRAIN STOP Original Filed June 8. 1928 4 Sheets-Sheet 2 M.MAILE TRAIN STOP Aug. 18, W31.

Original Filed June 8, 1928 4 Sheets-Sheet 5 Aug. 18, 1931. MNLE 1,19,374

TRAIN STOP Original Filed June 8, 1928 '4 Sheeiis-Shet 4 Patent ed Aug.18, 1931 1 UNITED STATES PATENT OFFICE MICHAEL MAILE, OF PHILADELPHIA,PENNSYLVANIA, ASSIGNOR OF ONE-SIXTH '10 EVANGELINO MAILE, ONE-SIXTH 'IONIGALA BARATTU'OGI, AND ONE-SIXTH TO ANGELO CHIOLI, ALL OF PHILADELPHIA,PENNSYLVANIA TRAIN STOP Application filed June 8, 1928, Serial No.283,795. Renewed January 9, 1981.

My invention relates to new and useful improvements in a train stop oran auto-.

vide a structure of the character mentioned which may be installed on alocomotive or other railway vehicle and which will be simple inconstruction although effective, strong and durable. p

A further object of the invention is to provide a unique method ofcontrolling the motive power and brakes of a railway vehicle.

Another object of the invention is to provide means for placing the stopmechanism in condition for emergency operation during the travel of atrain through each block of a system while preventing its operationproviding the track ahead is clear.

A further object of the invention is to provide a number of trackcircuits for operation independently of or in connection with the usualtrack-side signals in operation at the present time.

A still further object of the invention is to provide means foroperating the mechanism from a wheel, other than the vehicle wheel,traveling upon thetrack.

With these ends in view, this invention consists in the. details ofconstruction and combination of elements hereinafter set forth and thenspecifically designated by the claims.

In order that those skilled in the art to which this inventionappertains may understand how to make and use the same, I will describeits construction in detail, referring by numerals to theaccompanyingdrawings forming a part of this application, in which:

Fig. 1 1s a diagrammatic view of the mechanism for controlling the powerand y the air brakes of a' railway train or vehicle. The valve 31 may beoperated against the 100 Fig. 2 is a diagrammatic view of the electricalcircuits of a block signal system and the manner in which the currentcontrolling .said signals also controls a mechanism to 'main parts ofthe mechanism which is used to operate the brakes.

Fig. 4 is a diagrammatic view of an electrical circuit for providingvisible signals within the train or vehicle and which may be used inconjunction with the mechanism shown in Fig. 3.

Fig. 5is a fragmentary view of a certain device for producing an audiblesignal which may be used in conjunction with the mechanism of Fig. 3.

Fig. 6 is a view similar to Fig. 3 but of a modification.

Fig. 7 is a diagrammatic view of the track arrangement for operating amechanism such as shown in Fig. 6.

In carrying out my invention as herein embodied, 15 represents the airbrake valve for controlling the passage of the operating fluid from thesupply plpe 16 to t e train line and the exhaust pipe 17. Connected withthe supply pipe 16 is a pipe 18 leading to a slide valve 19 which may bemanually or otherwise operated and from this slide valve 19 leads a pipe20 to a waste valve 21 manually operated in one direction but preferablyself-closing and this valve is connected by a pipe 22 with one end ofthe cylinder 23. p a

The opposite end of the cylinder 23 has a vent 24 for relieving thepiston of this cylinder of pressure and 29 is a valve casing providedwith a valve seat 30 with which power control device and air the valve31 coacts to. close the passage through the valve casing and said valve31 is preferably actuated in one direction by a action of its spring andthrough the medium of its valve stem by a cam arranged to coact withsaid valve stem and associated with this cam is a ratchet gear 36 whichwill be engaged by a ratchet pawl 37 pivoted at 38 to the lever 39which: is pivoted at 40 intermediate its ends and said pawl 37 isactuated in one direction by a spring 41. The cam and its associatedparts may be reset manually and for this purpose a handle 42 isprovided. When the valve 31 is moved away from its seat or to an openposition the train line is exhausted through the hole 29a for settingthe brakes.

To the end of the lever 39 opposite the pawl 37 is pivoted a presserfoot 43 which coacts with a yoke 44, the latter bein mounted on theouter end of the piston ro 45 carried by the piston 46 slidably mountedin the cylinder 23 between the point of connection. of the pipe 22 withsaid cylinder and the vent 24.

The yoke 44 surrounds the throttle lever 47 and an end of the lever 48pivoted at 49 to the throttle lever and having its nose coacting with alug 50 on the rod 51 which controls the pawl 52 co-operating with theratchet 53 arranged in the arc of a circle about the pivot point of thethrottle lever and said rod 51 is connected with the usual hand operatedlever 54. The throttle lever is connected with the usual rod 55 leadingto the steam control valve so that the 0 era companion hook 59, thearrangement and operation of which will be later described. It isbelieved, sufficient at this time to state that when the hook 59 is inengagement with the hook 58and the former moved longitudinally in theproper direction, the valve plug 56 will be withdrawn from its seat andpermit air from the supply pipe 16 to enter one end of the cylinder 23,thus moving the piston 46 outward, or upward according to the showing inthe drawings, and this will operate the lever 48 to withdraw the pawl 52from the ratchet 53 and the continued movement of the piston 46 willthen move the throttle lever 47 in the direction to shut off the steamsupply. The movement of the yoke 44 will cause it to lift the presserfoot 43 and thus actuate the lever 39 so that the pawl 37 will engagethe ratchet 36 and rotate the cam 35 until it unseats the valve 31. Asthe piston 46 is moved outward b admission of air into the cylinder 23throng the opening of the valve 19, the throttle lever 47 will beactuated to close the throttle valve and the valve 31 will be opened toexhaust the train line to apply the brakes. In order. to again start.the train the cam on to its seat 'by the manually operated lever 60after which the valve 21 is temporarily opened to permit the escape ofair from the cylinder so that the throttle is free for operation.

The major number of the parts so far de-' scribed preferably being inthe cab of a locomotive, I also mount in said cab a suitable casing 61which may have a transparent front face (not shown for the observance ofthe operating parts and through this casing passes the shank 62 of theoscillating book 59.

The end of the shank 62 opposite the hook 59 is pivotally connected withone end of a lever 63 or other equivalent reciprocable member, saidlever being pivoted at 64 inter mediate its ends to a portion 65 of thevehicle for its support and the other end is pivotally connected as at66 to a moving part 67 of the locomotive such as a wheel or piston rodorsome other associated part that will move the lever 63 for actuating thehook 59.

The upward movement of the hook 59 is limited by a stop 68 which may bethe upper end of a guide 69 and said book 59 is normally forced downwardby a spring 70.

At certain times the free end of the hook 59 is supported by a removablerest pin 71 carried by the upper end of a lever 72 pivoted intermediateits ends as at 73 while the lower end of said lever coacts with atemporary holding and retarding member 74 pivoted at one end as at 75 toa portion of the .casing while the free end of said member 74 isprovided with a In 76 so that the lever 72 may be held in eit er of twoos1t1ons defined by 0 posite sides of the ug 76 and the membe movedupward by a spring 77. The lever 72 1s llmlted in its movement in onedirection by the sto 78 andalso limited in its movement in t e oppositedirection by a sto 79.

he lever 72 carries an armature 80 at a sultable point below its pivotpoint 73 so that said lever may be moved in one directlon or in thatdirection which will project the rest pin 71 under the hook 59 by meansof electro-magnets 81 which are connected by a conductor 82 with a brush83 to make .ingthe-lever 72 above its pivot point 73 r 74 is normallywhile the arm 89 co-operates with a cam 90 rotatably mounted on a shaft91 fixed within the casing, and if found desirable, the arm 89 may beprovided with an anti-friction roller 92 which is held in contact withthe cam 90 by a spring 93 shown in Fig. 3.

From the foregoing description, it will be obvious that during certainperiods, the rest pin 71 will underlie the hook 59 which pin will havebeen projected therebeneath due to the magnets 81 being energized whileduring other periods the rest pin 71 will be disengaged from the hook 59due to the operation of the bell crank lever 86 by the cam 90.

During other periods and generally when the rest in 71 has been drawnfrom beneath the hoo 59, the latter is supported by a rest arm 94 formedas a part of the bell crank lever 95, the other arm 96 of which coactswith a cam 97 also revolvably mounted on the shaft 91 and designed tonormally revolve inv unison with the cam 90, and if found desirable, thearm 96 may be provided with an anti-friction roller 98 normally held incontact with the cam by a spring 99.

As long as either the rest pin 71 or the rest arm 94 is in position toengage the hook 59 in its rest position, then said hook 59 will notengage with the hook 58, but should both of thesevrest members bewithdrawn, then the hook 59 will descend and engage the hook 58 tooperate the slide valve 19 with which said hook 58 is connected.

Associated with the shank 62 of the hook 59 and therefore connected withthe lever 63 is a cam operating hook 100 preferably carried by the outershank element 101 pivoted at 102 to the intermediate shank element 103which in turn is pivoted at 104 to the outer shank element 105 pivotallyconnected with the upper end of the lever 63 and these separate elementsare held in alignment by springs 106'and 107. The hook 100 is designedto co-operate with the ratchet wheel 108 and revolve thelatter and sincethe ratchet wheel is connected with the cams, they will,all be revolved1n llIllSOIl and held against retrograde movement by a pawl 109 held inengagement with the ratchet wheel by a spring 110. g

The hook 100 is normally maintained out of engagement with the ratchetwheel 108 by a rest 111 carried by or formed as a part of the arm 112 ofthe lever 113 while the other arm 114 of said lever coacts with a cam115' normally holding the rest in engagement with a part of the hook 100to maintain it out of engagement with the ratchet wheel. The elevatingmovement of the lever 113 is limited by a sto 116 while the arm 114 ofsaid lever is hel in engagement with the cam by a'sprin 117.

On some suitableportion o the combined ratchet wheel-cam structure is alug 118 or its equivalent here shown as mounted on a face of the ratchetwheel and adapted to be engaged-by the starting pawl 119 pivotallyconnected with a vertical movement rod 120 normally forced upward by aspring 121 and said starting pawl is normally held in alignment with therod 120 by a spring 122 which will permit the lug 118 to pass the noseof the starting pawl as the ratchet wheel returns to its normalposition. The lower end of the rod 120 extends through or down the sidesof the vehicle so that its lower end may be connected with an end of alever 123 pivoted at 124 intermediate its ends to a suitable portion ofthe vehicle while. the other end is free to be acted upon by a ramp 125adjacent the rails of the track on which the vehicle travels and saidfree end of the lever 123 may have a roller 126 thereon. The free end ofthe lever 123 is normally forced downward by a spring 127 and themovements of said lever are limited by stops 128 and 129.

From the foregoing description, it will be move the cam 115 away fromthe arm 114 of the lever 113, thus permitting the spring 117 to move thearm 112 of said lever 113 downward so as to withdraw the rest 111 awayfrom the hook 100 or a component part thereof so that said hook willengage the teeth of the ratchet wheel and since the hook 100 isoscillated with the hook 59, the combined cam-ratchet wheel structurewill be intermittently revolved which will cause the cam 97 to becomedisengaged from the lever so that the rest arm 94 will descend leavingthe lever 59 free to descend unless the rest pin 71 is therebeneathwhich will be so if the block ahead of the one occupied by the vehicleis clear as will presently be described. Should the block ahead beoccupied, the electromagnets 81 will not have been energized andtherefore the rest pin 71 will have been withdrawn since the operationof the cams takes place after the operation of the electromagnets andtherefore the cam 90 will have previously operated the bell crank lever86 which in turn will have actuated the lever 72 to withdraw the pin 71.

A combined cam-ratchet wheel structure may be retarded in its movementsby a brake band 130 havin one end anchored and pass ing around a camstructure while the other end is connected with a spring 132 to hold thebrake band under tension.

In Fig. 6, I have shown a slight modification wherein the oscillatinghook 59 and the ratchet wheel operating hook are conrum 131 connectedwith the nected with an oscillating cross head 133 which is actuatedfrom a wheel 134 running upon a track rail 135 and this wheel may befixed to a shaft 136 journalled in a bearing 137 carried by a suitableportion of the pitman 143 which is also pivoted to the cross head 133.

Associated with the combined cam-ratchet wheel structure is a stationaryplate 144 having numerals 145 thereon, one of which is associated witheach tooth of the ratchet wheel and revolving with the combinedcamratchet wheel structure is a hand .or pointer 146 to show therelative position of the moving parts at all times and this pointerisprovided with a knob 147 by which the cams and ratchet wheel may berotated for manually setting same when' desired. I

In this particular form of the device, the automatic means for holdingthe ratchet wheel operating hook 100 in an inoperative position, theinitial starting device and the retarding brake are eliminated, but inplace of. the brake, I have shown a plate spring 148 bearing upon theface of the cam 97 'as an equivalent. The ratchet wheel operating hook100 may be held out of engagement with the ratchet wheel by any suitablemanually operated holding member 149 here shown as a rotatable devicejournalled in a wall of the casing; and by-swinging this member 149 to avertical position, the hook will be supported thereon and held out ofengagement with the ratchet.

In Fig. 7, I have shown a diagram of a track arrangement and circuit foruse in connection with the modification shown in Fig. 6, in which thetrack is represented by the numeral 150 which track is divided into anumber of insulated blocks WhlCll blocks are divided into sections 151each of a length equal to three hundred times the circumference of thewheel 134, and midway between each of these blocks is a contact 152electrically connected with a conductor 153 leading from one side of asource of electrical energy 154 as a battery, and with this conductor153 is electrically connected one of the rails of the track, while fromthe source of electrical energy leads another conductor 155 to theremotest point in the preceding block from the electric source.

From the foregoing, it will be seen that as the Wheel 134 passes alongthe track rail, it will be revolved and during each revolution willactuate the hooks 59 and. 100 and since the latter is co-operating withthe ratchet wheel 108, the latter will be intermittently rotated andlikewise the cams 90' and 97. The ratchet wheel is to be so set thatwhen the parts have rotated so that ing the electro-magnets 81 to beenergizedfor projecting the rest pin 71 beneath the hook 59. This ofcourse is assuming that the block ahead is clear.

Should the block,head be occupied by another vehicle train, the electriccurrent will be short-circuited from the contact 152 in the block behindand the rest pin 71 would not be projected beneath the hook 59 afterhaving been previously withdrawn due to the action of the cam 90 on thebell crank lever 86, then when the low part of the cam 97 reaches theroller 98, the bell crank lever 95 would be actuated to withdraw therest arm 94 out of contact with the hook 59, thus permitting the latterto drop and engage the hook 58 and the continued oscillation of the hook59 would open the slide valve 19 causing the steam to be shut off andthe brakes applied.

Should the train travel a sufiicient distance after the brakes have beenapplied to cause the cam mechanism to make a complete revolution, thenthe parts ofthe operating mechanism hich includes the cams will be resetautomatically, but should the train be brought to a stand-still within adistance less than that required to revolve the cams one completerevolution, it will be necessary to revolve said cam mechanism manuallywhich may be done in any suitable manner by any one having accessthereto. For instance, the conductor of the train might have a key whichwould give him access to the mechanism, and if desired, some means couldbe used to indicate to the 0thcials that the devicehad functioned. Afterresetting the cam or operating mechanism the slide valve 19 is closedmanually and the waste valve 21 opened to relieve the excessive pressurebehindthe piston 46 so that the throttle lever 47 may again be manuallyactuated. Then the cam 35 is reset by rotating it manually through themedium of the handle 42 which will permit the valve 31 to be reseated byits spring 32 and thereafter all of the parts are in their properposition to permit the train to proceed.

Beside thetrack 150 are shown a number of stations 157, 158, and-159 fora definite location relative to the blocks and contacts 152, it beingunderstood that each time the brush 83 engages a contact 152,-the handor pointer 146' is adjacent the numeral 25 on the indicator plate.Thisbeing so, each station may havea number according to its locationrelative to an adjacent contact 152 so that, when a train is 'passingany station,

the pointer 146 should be adjacent the number on the indicator platecorresponding with the number on or of the station and if this is notso, the combined cam-ratchet wheel structure should be rotated untilthey do correspond. This makes it possible to adjust for slippage of thewheel 134.

If no adjustment was to take place, it will be possible for the parts tobecome so positioned that the rest pin 71 might be projected acrossithepath of travel of the hook 59 when the latter was in a lower position orboth of the rest devices might be removed from the path of travel of thehook 59 when the block ahead was clear.

As illustrated in Fig. 2, the track'system is as follows The track isdivided into blocks 102, 103,-

104, 105, 105a and 1056, each block including the rails 160 and 161, andthe semaphorelights 175 and 180, the former being red and the lattergreen, are provided for each block.

A battery 167 is connected to the rails 160 and 161 in each block, andfrom the rail 160 in the block 1056 the wire 172 leads to the lights 175through the resistance coil 173, and from thence through the branch wire220 to the rail 160 in the block 105a, while the branch wire 221 leadsthrough the second resistance coil 178 to the green light 180 and fromthence to the rail 160 of the block 105, making one series includingthree blocks.

The wire 171 leads from the'rail 160 in block. 1056 to the contact strip165 in block Each series of three blocks is likewise connected up; thatis: to say the block 105a is included in a series with blocks 105 and104, block 105 in a series with blocks 104: and 103, and the block 104in a series with blocks 103 and 102, and so on throughout the length ofthe railway.

From the foregoing it will be obvious that a train in block 1056 willshort circuit the rails 160 and 161, and thereby prevent current fromfiowingthrough the wire 172 and 221 holding the signals against trainsin blocks 105a and 105, and also cutting the currentwout of the contactstrip 165, thus stopping the oncoming train in block 105a.

The same takes place in each series of blocks under like conditions.

The rail 161 of the block 1056 representing ground is connected by thewire 221 to the rail 161 in the block 105a and also to the same rail inthe block 105 also making one series including three blocks the ramps125 actuating the lever 123 on the locomotive during the passage of thetrain.

- The signal 175 at the junction of the blocksl05a and 1056 is normallyred, the same as all other similar signals when no train is on the trackor in any block. As a train enters block 105a, the current from thebattery 167 in block 1056 will pass through rail 160 in said block 1056to the wire 172 connected therewith, to resistance '17 3, to lamp 175 atthe junction of blocks 105a and 1056, to the other part of'wire 172, towire 220, to rail 160. in block 105w through train in said block, torail 161 back to the battery, thereby actuating the signal so that itwill show white and lndicate that block 1056 is clear just before thetrain in 105w passes into block 1056. At the same time the signal 180 atthe junction of blocks 105 and 105a is normally green and is a cautionsignal but the resistance 178 associated therewith will prevent thecurrent going through said signal and therefore it will remain green.

At the same time the train will have shortcircuited the battery 167 inblock 105a and therefore the signal 175 at the junction of blocks 105and 105a will return to the danger position and show a red light therebyindicating that block 105a is occupied by a train and even though atrain enters block 105, the latter cannot change the circuit from thebattery in block 105a and therefore the signal 175 at the junction ofblocks 105 and 105a cannot be changed to show a clear succeedin block.

Whent e train in block 105a passes on into block 1056, a train in block105 will close a circuit from battery 167 in block 105a through rail 160in said block to wire 172 connected with the rail 160 in block 105a, tothe resistance 173, to signal 17 5 at the junction of the blocks 105 and10501'to the other part of the wire 172 directly back to the track160 inblock 105, through the train to track 161 and back to the battery 167 inthe block 105a causing the signal 17 5 at the junction of the blocks 105and-105a to produce a clear or white indication. At the same time thetrain in block 1056 short-circuits the battery 167 in said block 1056 sothat current fails to flow through the danger or red signal 175 at thejunction of blocks 105a and 1056 and through the green or caution signal180 at g the junction of blocks 105 and 1051 even though a train passesinto block 105 or block 105a, thus indicating that a train is occupyingblock 1056. Upon the entrance of the train into block 105, the battery167 in said block 105 will be short-circuited and therefore the signalsat the junction of blocks 104 and 105 will not be affected by theentrance of said train into block 105 or if said signals have previouslybeen moved to the clear position, they will now return to their normaldanger indicating positions while the circuit through the signal 17 5 atthe junction of blocks 105 and 105a havin been completed by the entranceof the tram into block 105, the said signal 175 will be moved to theclear osition as above stated.

In ig. 5, I have shown a gear 191 which may be mounted on the shaft 91in either of the forms of the device shown in Figs. 3 and 6 and thisgear 191'meshes with a gear 192 so as to revolve an escapement wheel 193and actuate a hammer 194 of a 5 bell 195 or other time limited audiblesignal,

thereby indicating to the operator of the vehicle that the device is inoperation.

In Fi 4, Ihave shown an arrangement by which the condition of therailway line may be visibly indicated to the operator of the vehicle, inwhich figure the lever 72 is provided with a suitable contact 196 forengagement with either of theterminal contacts 197 and 198 according tothe position of said lever 72 which is controlled the same ashereinbefore described.

The contact member 196 has a conductor 199 connected therewith andleading from a source of electrical energy 200 such as a motor orgenerator and from said source of energy leads a conductor 201 to oneside of the two lights 202 and 203, the former being the white or clear,and the latter the red or danger signal.

From the other side of the clear signal 202 leads a conductor 204 to aspring contact 205 which is adapted to co-operate with another spring ormovable contact 206 from which leads a conductor 207 to the commonreturn conductor 199; also a normally closed circuit is provided throughW as follows Through 200, 201, 202, 204, 205, 206, 207, back to 200.

With the clear signal 202 is also connected a conductor 208 here shownas a branch of conductor 204 leading to a stationary contact member 209and associated with this is another stationary contact terminal 210. Thecontacts 209 and 210 are to be bridged by an arcuate bridging contact212 mounted upon a suitable cam member 213 designed to be mounted on theshaft 91 and said cam' member also carries a cam surface 214 to causethe spring contact 206 to engage spring contact 205, from thecontactmember 210 leads a conductor 218 to the terminal con;

, tact 198.

The other side of the danger signal 203 is connected by a conductor 215with a stationary contact 216 and associated with this is anotherstationary contact 217 from which leads a conductor 211 to the otherterminal contact 197. The contacts 216 and 217 are adapted to be bridgedby the second bridging strip or contact 219 also carried by the cammember 213.

From the foregoing description when a train is running between signalpoints, the

cam mechanism is at rest and the hook 59 is 60 supported in aninoperative position as 86 through theaction of its respective camthereon.- During the time the cam mechanism is at rest, the springcontacts 205 and 206 will be in engagement so as to complete a circuitthrough the clear signal 202 regardless of the position of the contactmember 196. As the train reaches the signal point and there is no trainin the block ahead the contact strip 84 will have the current runningthereto so that the magnets 81 will be energized and the contact strip196 moved into engagement'with the contact terminal 198 as shown in Fig.4 at which time a circuit will be completed through the clear signal,the same as above set forth but shortly thereafter the cam mechanismwill begin to revolve due to the roller 126 coming into engagement withthe ramp 125 so that at the same time the rest arm 94 will be disengagedfrom the hook 59, and the cam 213 1 revolving therewith will open thecircuit whichincludes the spring contacts 205 and 206 but due tooperation of the cam mechanism the contact points 209 and 210 will bebridged by the contact strip 212 so that a circuit through the clearsignal is provlded through 200, 201, 202, 204, 208, 209, 216, 210, 218,198, 196 and 199.

Should no,current supply be passing to the contact strip 84 due to saidcontact strip being short-circuited by a train in the block ahead, thenthe contact member 196 would not havebeen moved by the magnets andtherefore'the pin 71 would not have been under the hook 559 and so thecontact member 196 would be in engagement with the contact terminal 197.Under such conditions, when the cam mechanism is operated due to contactof roller 126 with the ramp 125, the contact members 216 and 2 l7 willbe bridged by the contact strip 219 and a circuit is completed through200, 201, 203, 216, 219, 217, 211, 197, 196 and 199, but both circuitsthrough the' clear signal 202 Will have been opened by disengagement ofthe spring contacts 205 and 206 and by disiigsgagement of the contactstrip 196 from It will now be obvious that by the use of any combinationof the arts herein described, should a danger signal be given at anytime, the operator of the railway vehicle may be given a visible oraudible indication or both thereof within the cab of to the exactdetails of construction as herein shown, as these may be varied withinthe limitsof the appended claims without departin from the spirit of myinvention.

Having thus fully described my invention,

what I claim as new and useful is 1. In a train stop, the combinationwith the throttle lever of a locomotive and the air brake system, of acylinder, a conduit connecting the supply pipe of the air brake systemwith one end of the cylinder, an-

other conduit connected with the cylinden from a movable part of thelocomotive when the latter is running and which hook when in engagementwith the hook on the valve stem will openthe valve in the conduit between the air supply pipe and the cylinder, a number of cams revolublymounted on a shaft, a ratchet wheel associated with said cams, meansdependent upon a ramp ad acent track rails over which the locomotivetravels to give an initial movement to the cams and ratchet wheel, acam'operating hook associated with the oscillating hook and oscillatingtherewith, means to normally hold said cam operating hook out ofengagement with said ratchet wheel, and engageable by one of the camsbut released upon the initial movement of sa1d cams whereby .said camoperating hook Wlll engage the ratchet wheel to intermittently rotatesaid wheel and cams, a bell crank lever in the path of travel of anotherof the cams and coacting with the companion hook to hold it out ofengagement with the hook on the valve stem until released by therotation of the cams, a rest pin also co-operating with the companionhook, electrically operated means to project the rest pin under thecompanion hook and prevent its engagement with the hook on the valvestem, means co-operating with another of the cams and with the rest pinto withdraw the latter from the companion hook while the bell cranklever is in a position to prevent operation of the companion hook sothat the nonactuation of the rest pin by the electrical operating meansand the subsequent release of the bell crank lever by its cam willpermit the companion hook to engage the hook on the valve stem tooperate the valve and admit air to the cylinder, and means 65 adjacentthe track rails at signal points to supply electric current to the resttrically operating means.

2. ;The structure set forth in claim 1, in combination with visiblesignaling devices controlled by the operations of the rest pin and thecams, an audible signaling device controlled by the operation of thecams.

3. In a train stop for trains traveling on a trackway dividedinto'blocks, the combination with the throttle lever of a locomotive andthe air brake system, of a cylinder, a conduit between the supply pipeofthe air brake system and-one end of said cylinder, another conduitconnected with the cylinder adjacent the opposite end and also with thebrake line, a piston slidably mounted in the cylinder and operated inone direction by air passing from thesupply pipe, means connecting thepiston with the throttle for releasing and operating the latter in adirection to shut off the steam supply, a valve in the first mentionedconduit and including a valve stem, means to permit the manual closingof said valve, a hook on the outer end of said valve stem, a companionhook for cooperation with the first mentioned hook, a. ratchet wheel,cams connected with the ratchet wheel and revolvable therewith, a camoperating hook connected to the companion hook and co-operating with theratchet wheel to intermittently rotate said ratchet wheel and the camsassociated therewith, means to longitudinally oscillate the companionand cam operating books when the companion hook engages the hook on themo valve stem to open the valve, a rest pin, means to project said restpin beneath the companion hook to hold the latter out'of engagement withits co-operating hook, means controlled by one of the cams to Withdrawthe rest in from the path of travel of the companion hook, a bell cranklever cooperating with the companion hook pin elec and -w1th thepther ofthe cams to hold the companion book out of engagement with its conooperating hook during a predetermined rotation of the cam, said bellcrank lever being removed from the path of travel of the companion hookduring another predetermined part of the rotation of the cam to permitsaid companion hook to engage its co-operating hook providing therestjpin is withdrawn from the path "of travel of the com panion hook,means to permit the manual operation of the cams and associated ratchetm wheel, indicating means on the ratchet wheel to permit setting of thecams relative to the positions of stations on a railway, and means.adjacent the track rails to cause actuation of g the means forprojecting the rest pin in the i path of travel of the. companion hook.

4. In a device of the kind described, a track dividedinto blocksinsulated from each other, a contactstrip within each block,

a ramp also within each block, air operated no means for shutting offthe steam of a locomotive and applying the air brakes, means to controlthe admission of air to the air operated means, oscillating meansactuated by a moving part of the locomotive and positioned to permitengagement thereof with the air controlling means, means to tempo rarilyhold the oscillating means out of engagement with the air controllingmeans and electrically operated to place it in the holding position whenthe contact strip over which the locomotive is traveling is energized, asecond means to normally hold the oscillating means out of engagementwith the air controlling means, and mechanism to normally maintain saidsecond holding means ,in operative condition and capable of releasingsaid second holding means and actuating the first holding means toremove it from the temporary holding position, said mechanism includinga starter operated by engaging the ramp subsequent to the electricalactuation of the first mentioned holding means.

5. The structure set forth in claim 3 in combination with audible andvisible signaling means for indicating the conditions of -the mechanismand preceding track blocks.

6. In a device of the kind described, cooperating members, one of whichis normally in a stationary position and connected with means whichcontrols the shutting off of the power and causes an application of theair brakes of a railway vehicle, the other one of said members beingcontinuously oscillated so that when permitted to engage the firstmentioned member, said first mentioned member will be actuated, twoseparate holding means, either of which maintains the oscillating memberin an elevated position out of engagement with its companion member, oneof said holding means normally being in a non-holding position andmovable into the holding position prior to the other holding means beingmoved into the non-holding position, said other holding means normallybeing in a holding position, electrical means to move the firstmentioned holding means into the holding position provided the way isclear for the vehicle to proceed, and means to cause the other holdingmeans to assume a non-holding position and then return it to the holdingposition and finally move the first mentioned' holding means to thenon-holding position, the second holding means upon movement to thenon-holding position permitting .the oscillating member to engage itscompanion member provided the first mentioned holding means has not beenmoved into the holding position due to the way being blocked. I

7. In a device of the kind described, a track divided into blocksinsulated from each other and connected with electrical circuits, amechanico-electrically operated hold ing means normally in a non-holdingposition to be moved into the holding position at a predeterminedlocation in the block in which the vehicle is traveling when there is alive electrical circuit within said block, a mechanically-operatedholding means normally in a holding position to be actuated for movementto a non-holding position after the vehicle passes the above mentionedpredetermined location, oscillating means to be held in an. elevatedposition by either of the holding means and allowed to descend when themeehanico-electrically operated holding means is not moved into aholding position due to an open or dead electrical circuit and thesubsequent movement of the mechanically operated holding means into thenon-holding position, means for shutting off the power of the vehicleand causing an application of its air brakes, and operating meansconnected with the last mentioned means for placing said last mentionedmeans in operative condition when the operating means is engaged andmoved by the oscillating means upon descent of the latter.

8. In a device of the kind described, a track divided into blocksinsulated from each other and connected with electrical circuits, meansfor shutting off the power of a railway vehicle and causing anapplication of the air brakes, a second means connected with the firstmentioned one whereby said first mentioned means may be placed inoperative condition, oscillating means carried by the vehicle andpositioned to permit engagement thereof with said second mentionedmeans, means to temporarily hold the oscillating means out of engagementwith the second mentioned means and electrically operated to place it inthe holding position when there is a live electrical circuit at a givenlocation in the block in which the vehicle is traveling, amechanically-operated holding means to normally hold the oscillatingmeans out of engagement with said second mentioned means and means tocause an actuation of the mechanically op-' erated holding meanssubsequent to the vehicle passing the stated location whereby theoscillating means will be permitted to engage its co-operating meansprovided the first mentioned holding means is not moved to the holdingposition due to an open or dead electrical circuit at the stated givenlocation.

In testimony whereof, I have hereunto afiixed my signature.

l MICHAEL MAILE.

